High-pressure articulated locomotive



Sept. 23, 1930. L; w, HANCE 1,776,727

HIGH PRESSURE ARTICULATED LOCOMOTIVB Filed Sept. 27, 1928 Sheets-Sheet. 1

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HIGH PRESSURE ARTICULATED LOCOIOTIVE Filed Sept. 27, 1928 7 4 Sheets-Sheet 2 Sept. 23, 1-930. L. w. HANC E 1,776,727

HIGH PRESSURE ARTI CULATED LOCOIOTIVE Filed Sept. 27, 1928 4 Sheets-Sheet s Q io 0 0 o r l M og o o o o 01 .l -II 1M Zammm j&i %g5 Sept. 23, '1930.

L. w. HANcE HIGH PRESSURE ARTICULATED LOGOMO'IfIVE Filed Sept. 27 1928 4 Sheets-Sheet ll Hllllllll Patented Sept. 23, 1930 LAWRENCE w. HANGE, or PHILADELPHIA; PENNSYLVA IA HIGH-PRESSURE Aaricnnnrnn rocoivroriva Application filed September 27, 1928. Serial No. 308,794.

My invention relates to certain improvements in high pressure articulated locomotives having two high pressure cylinders on each section of the locomotive.

The object of my invention is to so construct a locomotive of the Mallet type that the four cylinders will be identical in form, so that one pattern can be used for the fourcylinder structures, and the cylinders can be turned end-for-end, so that in case of repairs one cylinder structure can be substituted for any one of the four cylinders if necessary.

In the accon'ipanying drawings:

Fig. 1 is a diagrammatic plan view illustrating a high pressure articulated locomotive embodying my invention;

Fig. 2 is a view of the back saddle of the locomotive to which are attached thecylinder structures of the rear section of the locomotive; Fig. 3 is a side view of the saddle shown in Fig. 2 with the cylinder structure removed;

Fig. 4 is'a side View of one of the cylinder structures showing the plate which is attached to the central saddle and one of the side frames of the locomotive;

Fig. 5 is a view of the saddle of the front section of an articulated locomotive; and

Fig. 6 is a side view of the front saddle.

Referring to the drawings, 1 is the forward section and 2 is the rear section of an articulated locomotive, coupled together at 3 in the usual manner. The boiler of the locomotive is fixed to the rear section and overhangs the forward section, and is supported on the, forward section so that it can'be swung over the said forward section when the locomotive is passing around curves.

The connections between the cylinders of the front section with the steam supply pipe and with the steam exhaust nozzle in the smoke-box of the locomotive are flexible, so that they will accommodate the movement of the boiler and the front section.

All of the above parts are common in articulated locomotives. Usually the articulated locomotive is of the compound type, the cylinder structures differing one from another, but by my invention I have been enabled to make a locomotive in which all of the cylinders are high pressure cylinders, the four cylindersbeing identical in form and so designed that one end of a cylinder is a duplicate of the other end. By this arrangement a single pattern can beused for the four cylinders and these cylinders can be attached to theirrespective saddles.

Referring to Fig. 2, 4 is the saddle of the rear section of the articulated locomotive.

This saddle has upper flanges 5 to which are securely bolted the flanges 6 of the curved support 7 for the boiler to which it is rigidly attached. The saddle has forward and rear flanges 8, to which are secured the flanges 9 of the cylinder structures 10 by bolts or other fastenings. There is also a row of bolts which pass through an upper flange 11 in the cylinder structure and in a portion of the central saddle as shown in Fig. 3.

The saddle 4 has an extension 12. This extension is located between the two frames 13 of the locomotive and is rigidly bolted to said frames and to flanges 14 on the cylinder structure. Each cylinder structure has a cylinder 15, a valve chest 16, and exhaust passages 17 which are coupled to the exhaust pipes leading to the nozzle of the locomotive.

It will be noticed that in referring to Figs. 2 and 5, the cylinder structures are identical in form, so that they can be applied to each side of the front and rear sections of the locomotive without alteration.

In Fig. 5 there is a central cylinder saddle 18 having an extension 19 located between the two side frames of the locomotive and flanges 20, which are coupled to the flanges 9 of the cylinder structure, while the extension is bolted to the main frames and to the flanges 1 1 of the cylinder structures.

The details of construction of the cylinder saddle of the central section of a locomotive is set forth and claimed .by me in an application filed July 7, 1927, Serial No. 204,102, now Patent 1,718,142 of June 18, 1929.

It will be noticed that all of the connections, both of the front as well as of the rear structures, are independent of the saddles, the saddles being simply integral structures which support the cylinder'castings.

The extension 12 of the rear frame also forms the coupling through which extends the pivot pin 21, which couples the two sections of the locomotive together in such manner that they are free to accommodate themselves to unevenness in the tracks and to curves.

I claim:

The combination in a four-cylinder locomotive in which two cylinders are on the forward frame and two cylinders are on the rear frame; two central saddle sections, the four cylinder sections being identical in form and interchangeable, said cylinders being secured to the saddles; and outside connections to and from the cylinder structures, being independent of the central saddles.

' LAWVRENCE W. HANCE. 

